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JUL121944 



An Information Pamphlet for 
Prospective Merchant Sailors 


L , . WAR SHIPPING ADMINISTRATION 

.. WASHINGTON, D. C. 


' 1 


















































7 ^HIS PAMPHLET has been prepared to 
acquaint merchant seamen, and men inter¬ 
ested in entering the merchant service, with our 
Merchant Marine, its history and how it oper¬ 
ates under wartime conditions. 

The pamphlet is also designed to answer 
some of the many questions which have been 
asked about training, securing a job, working 
conditions, wages, bonuses, insurance, and other 
matters related to your job. 

It is hoped that this will serve not only to 
inform you as to those benejits and privileges 
accorded to you as inerchant seamen, but also 
to emphasize the importance of the merchant 
service and your responsibilities, not only to your 
ship and your shipmates, but to your country as 
well. 

Edward Macauley, 

Deputy Administrator , 
War Shipping Administration. 


May IQ#. 





,RVS. 


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JHGW TO GET YOUR 

BEARINGS 

An Information Pamphlet for Prospective Merchant Sailors 




I. Introduction: Page 

A. Purpose of pamphlet. 2 Cover 

B. The American Merchant Marine. 1 

1. Defined. 

2. History. 


3. Present status in World War II. 

4. Operation of the Merchant Marine. 

a. The functions of the War Shipping Administration and 

the Maritime Commission. 

b. Requisition and construction of vessels by the Govern¬ 

ment. 

c. Methods of securing crews to man merchant vessels. 

II. The Training of Merchant Seamen. 3 

A. Training organization of the War Shipping Administration. 

1. The training schools. 

2. The U. S. Maritime Service. 

3. Opportunities for advancement through training. 

4. The Army Transportation Corps—Marine Officers Cadet 

School. 

III. The Manning of Merchant Vessels. 5 

A. The placing of graduates of U. S. Maritime Service Training 
Stations. 

1. The Graduate Station. 

2. The function of the War Shipping Administration’s Recruitment 

and Manning Organization. 

IV. Labor Relations in the Maritime Industry. 7 

A. Background and present status of the maritime labor organizations. 

B. Steamship operators associations. 

C. War Shipping Administration labor policy. 

1. Cooperates with unions and steamship operators to maintain 

collective bargaining practices. 

2. Placement of graduates of apprentice seamen’s schools. 

D. The seaman’s contract of employment. 

1. Shipping articles. 

2. Collective bargaining agreements. 


V. Seamen’s Papers. 9 

VI. Wages, Bonuses, Insurance, and Taxes. 10 

A. Wages of unlicensed seamen. 

B. Allotment of wages to dependents. 

C. Drawing wages in foreign ports. 

D. Seamen’s bonuses. 


1. Voyage bonus, area bonus, vessel attack bonus. 

E. War risk insurance. 

1. Amount, coverage, loss of life and disability benefits, loss of 
personal effects. 



I 










VI. Wages, Bonuses, Insurance, and Taxes —Continued. 


Page 


E. War risk insurance—Continued. 

2. Additional insurance over and above amount furnished by 

War Shipping Administration, 
a. How secured. 

3. Filing notice of claim. 

F. Taxes. 

1. State and Federal income, old age, etc. 


VII. Opportunities for Advancement in the Merchant Marine 


15 


A. Upgrading. 

VIII. Miscellaneous Information 


16 


A. Mail service to and from seamen in foreign ports. 

B. Selective service status of merchant seamen. 

C. Uniforms. 

D. Relationship between merchant seamen and Navy gun crews 

E. Transportation back to the port of original shipment. 

F. Security. 

IX. Discipline on Merchant Vessels. 19 

X. Services and Benefits Available to Merchant Seamen. .. 19 

A. The United Seamen’s service. 

B. Medical facilities. 

C. Health Examinations. 

D. Ships’ libraries. 

E. Seamen’s benefits differ from those of armed forces, 

F. Seamen’s medals and awards. 

G. Post-war benefits. 


II 


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HOW TO GET YOUR 
BEARINGS 

Q. WHAT IS OUR MERCHANT MARINE? 

The United States Merchant Marine is a term which is used to desig¬ 
nate our off-shore, coast-wise and Great Lakes merchant vessels and the 
crews that man them. 

In peacetime our Merchant Marine carries on this nation’s overseas 
commerce and trade, but in wartime it serves as an important auxiliary 
to the Army and Navy in transporting troops and materials to the war 
zones. 

Our Merchant Marine was established long before we had a Navy; 
the first merchant vessel was launched in this country 169 years before 
the Declaration of Independence. In the Revolutionary War American 
privateers, converted from merchantmen, captured and destroyed three 
times as many of the enemy’s ships as did our frigates and sloops of war. 
These privateers were operated by private owners and manned by colo¬ 
nists who were woodsmen and fishermen as well as sailors. Some of 
these privateers captured as many as 28 enemy prizes in a single voyage. 
The same indomitable will of our colonial seamen is present in our 
Merchant Marine today. Men who serve on our merchant ships in 
this war are adding to the glories and traditions of one of America’s 
oldest institutions. 

Q. WHO OPERATES THE AMERICAN MERCHANT MARINE 
DURING THE WAR? 

In 1936 Congress passed the Merchant Marine Act which defined 
our country’s basic Merchant Marine policy and established the Mari¬ 
time Commission as the government agency responsible for the long- 
range shipbuilding program and Merchant Marine planning. 

Shortly after Pearl Harbor, the President, by Executive order, created 
the War Shipping Administration as a temporary war agency responsible 
for acquiring control over and operating all American merchant 
vessels other than those assigned to the Army and Navy. 

The War Shipping Administration thereupon took over control of 
all off-shore merchant vessels under various types of charters, while 
the Maritime Commission concentrated its energies on the ship 
construction program. 

As the use of these vessels was taken from the private operators and 
assigned to the Government, the War Shipping Administration ap¬ 
pointed the private steamship companies as Government agents to 
carry out the many intricate details involved in the technical phases of 
steamship operation. 


1 


New vessels constructed by the Maritime Commission and owned by 
the Government are also turned over to these agents to operate. 

The War Shipping Administration decides what cargo goes where 
in which vessels. The steamship operators, as Government agents, carry 
on the tremendous task of supervising the loading of cargo, fueling and 
victualling of our merchant fleet, as well as signing on and paying off 
of the crew. The signing on and signing off is supervised by the United 
States Shipping Commissioners. 

Q. WHO ARE THE MEN RESPONSIBLE FOR OPERATION OF THE 
WAR SHIPPING ADMINISTRATION? 

The Administrator of the War Shipping Administration is Rear 
Admiral Emory S. Land, U. S. N. (Ret.), who is also Chairman of the 
Maritime Commission. 

Serving as Deputy Administrators under Admiral Land are Rear 
Admiral Howard L. Vickery, U. S. N., a member of the Maritime Com¬ 
mission, who is in charge of all vessel repairs for the War Shipping 
Administration; Captain Granville Conway, who is in charge of ship 
operations, and Captain Edward Macauley, U. S. N. (Ret.), who 
is also a member of the Maritime Commission. 

Captain Macauley has general supervision over the following 
activities: recruitment and training of seagoing personnel; manning 
or furnishing of crews to vessels under the jurisdiction of the War 
Shipping Administration; supervision of maritime labor relations 
between the War Shipping Administration’s operating agents and the 
maritime unions; supervision of the medical program under which all 
seamen are examined regularly to determine their fitness for sea duty; 
supervision of the Seamen’s Service Awards Committee which makes 
authorized awards of medals and service bars to American merchant 
seamen. 

G. HOW ARE SEAMEN OBTAINED TO MAN SHIPS? 

At the outset of the war, our merchant fleet consisted of approxi¬ 
mately 1,150 vessels, including passenger liners, freighters, colliers, 
tankers, etc. Approximately 62,500 seamen were required to keep 
these vessels manned. In 1942 alone, the Maritime Commission com¬ 
pleted 750 new ships and in 1943, 2,000 new vessels were constructed. 

The majority of seamen are members of one of the various maritime 
labor organizations having collective bargaining agreements with the 
steamship operators. To secure additional crews for new ships, the War 
Shipping Administration’s Recruitment and Manning Organization 
recruited thousands of experienced seamen from shore industries while 
the War Shipping Administration’s Training Organization trained other 


2 




thousands of inexperienced men in the skills of seamanship and safety 
at sea techniques. 

The Recruitment and Manning Organization maintains offices in 
all principle ports of the United States and abroad at which seamen 
may register and through which orders for seamen are accepted from 
unions and operators. These port officials also operate standby pools 
of seamen immediately available for emergency assignment to prevent 
ship delays. 

The Recruitment and Manning Organization port offices also assign 
men from the graduate stations which are the pools of apprentice 
seamen who have graduated from the training stations. The men from 
the Recruitment and Manning Organization pools are furnished to 
unions if the union is unable to man a ship with existing manpower in 
the hiring hall, or furnished to the operators direct if the operator has 
no union contact. Mr. H. Chase Stone is Assistant Deputy Admin¬ 
istrator of War Shipping Administration in charge of Recruitment and 
Manning. 

Experienced seamen seeking further information should consult 
Recruitment and Manning Organization Port Offices or write Recruit¬ 
ment and Manning Organization, War Shipping Administration, 
Washington 25, D. C. 

Q. WHO OPERATES THE TRAINING SCHOOLS? 

The Training Organization of the War Shipping Administration is 
under the direction of Assistant Deputy Administrator Telfair Knight. 
It is responsible for operating the United States Maritime Service Train¬ 
ing Schools which include apprentice seamen’s schools at St. Petersburg, 
Fla., Avalon, Calif., Hoffman Island, N. Y., and Sheepshead Bay, N. Y. 
The Maritime Service also operates a school for radio operators at Gal- 
lups Island, Boston, Mass. In addition there are specialist schools, 
cooks’ and bakers’ schools, an army transportation corps school for 
junior officers, upgrading schools and licensed officers’ schools at Fort 
Trumbull, New London, Conn., and at Alameda, Calif. 

The Training Organization also operates the United States Merchant 
Marine Academy at Kings Point, Long Island, N. Y., and Cadet Basic 
Schools at Pass Christian, Miss., and at San Mateo, Calif., at which 
members of the United States Merchant Marine Cadet Corps are 
trained to become licensed Merchant Marine Officers. 

Entrance directly into the Merchant Marine Cadet Corps is governed 
by regulations of the Cadet Corps. In addition, a limited number of 
qualified applicants from the apprentice seamen training schools are 
accepted in the United States Merchant Marine Cadet Corps. 

For further information consult the Cadet Selection Board at your 
school, or the Supervisor, U. S. Merchant Marine Cadet Corps, Training 


3 


Organization, War Shipping Administration, National Theatre Building, 
Washington 25, D. C. 

The five State Maritime Academies are likewise supervised by the 
Training Organization of the War Shipping Administration. 

Q. WHAT IS THE UNITED STATES MARITIME SERVICE? 

The United States Maritime Service was created under the Mer¬ 
chant Marine Act of 1936, as amended, to give training and other bene¬ 
fits to merchant officers and seamen. It is civilian and voluntary and 
has no relationship to the Army and Navy; it is purely a Merchant 
Marine organization. 

It operates apprentice seamen schools which train inexperienced men 
for the unlicensed positions aboard ship, and it operates many specialist 
courses, upgrading classes and schools for experienced seamen who are 
desirous of becoming licensed officers. 

Apprentice seamen trainees while attending a training school are on 
active duty in the Maritime Service as are those administrative officers 
and other personnel at the training schools who wear the Maritime 
Service uniform and insignia. 

Other administrative officers in the training program who wear naval 
uniform and insignia are, in most cases, Merchant Marine Naval Reserve 
Officers on active Navy duty who have been assigned to the Training 
Organization of the War Shipping Administration. 

Licensed officers and qualified staff officers in the Merchant Marine 
may apply for a commission in the Maritime Service. The commis¬ 
sion awarded to a merchant officer depends upon the license he holds 
and the berth he occupies aboard ship as well as on his length of 
service. 

In peacetime an officer commissioned in the Maritime Service is 
eligible for 1 month’s pay in the rank at which he is commissioned, 
providing he sails 8 months each year on his license and spends t month 
in training at a United States Maritime Service Training Station. 

Graduates of the apprentice seamen’s training courses are eligible for 
regular enrollment in the Maritime Service upon satisfactory completion 
of the apprentice seamen’s training course. The enrollee is expected 
thereafter to serve annually at least 8 months on seagoing or Great Lakes 
merchant vessels of the United States, and in peacetime, 1 month on 
annual active duty training with the Maritime Service. In peacetime, 
under these conditions he is eligible to receive a month’s retainer pay 
each year from the Maritime Service. 

For further information: Consult Training Officers at a Maritime 
Service Training School or write to the Commandant, United States 
Maritime Service, Training Organization, War Shipping Administra¬ 
tion, National Theater Building, Washington 25, D. C. 


4 


Q. WHAT OPPORTUNITIES ARE THERE IN THE ARMY TRANS¬ 
PORTATION CORPS FOR GRADUATES OF APPRENTICE 
SEAMEN’S SCHOOLS? 

The Army Service Forces maintains a “Navy” of its own in the sense 
that it operates numerous transports and supply ships. The seamen and 
officers who man Army transport vessels are drawn chiefly from the 
Merchant Marine. 

Wages on Army Transport vessels approximate wages paid on most 
American flag merchant vessels. 

The United States Maritime Service in conjunction with the Trans¬ 
portation Corps, Army Service Forces has inaugurated a training pro¬ 
gram for Merchant Marine officers for Army Transport vessels. The 
school is operated in conjunction with the United States Maritime 
Service Training Station at St. Petersburg, Fla. 

Candidates are selected graduates of the apprentice seamen training 
schools. At the Transportation Corps School at St. Petersburg, engineer¬ 
ing cadet officers undertake an 8-week course, while prospective deck 
officers have a 10-week training period. Students live under strict 
discipline while attending school, and upon graduation are accredited 
junior marine officers. Most of the officers will serve in the Pacific 
area and must agree to serve a minimum of 1 year after their arrival at 
their permanent stations. 

For further information: Consult Training Officers at a Maritime 
Service Training School or write to the Commandant, United States 
Maritime Service, Training Organization, War Shipping Administra¬ 
tion, National Theater Building, Washington 25, D. C. 

Q. HOW DOES A GRADUATE OF A GOVERNMENT MARITIME 
TRAINING SCHOOL SECURE HIS FIRST JOB? 

The first assignment will come through the Recruitment and Man¬ 
ning Organization of the War Shipping Administration. The graduate 
will be dispatched through a union or direct to an operator as calls are 
made for men to the Recruitment and Manning Organization. 

Trainee graduates from apprentice seamen’s schools are sent to a 
United States Maritime Service Graduate Station where they reside 
pending assignment to a vessel. Graduate stations are located in the 
principal seaport cities of the United States and are under the super¬ 
vision of the Training Organization of the War Shipping Administra¬ 
tion. While living at the graduate station and awaiting assignment, 
the trainee graduate is furnished with subsistence and pay until he 
is dispatched to his first maritime job. 

The chances are that he will not receive a furlough or vacation be¬ 
tween the time he graduates and the time that he is required to report 
at a graduate station. This depends, of course, on shipping conditions. 


5 


The graduate station to which the trainee will be dispatched will 
likewise be determined by shipping conditions and manning require¬ 
ments at the various ports. 

Licensed Officer School and Cadet Academy graduates do not enter 
a Graduate Station as do apprentice seamen, but register with a Recruit¬ 
ment and Manning Organization port office and are placed on stand-by 
payroll under the Recruitment and Manning Daily Wage Program 
while awaiting assignment. Procedures are in effect whereby a 
Licensed Officer School graduate may be re-assigned to the operator 
by whom he was released in order to enter Licensed Officer School and 
a Cadet Corps graduate may be assigned to the operator with whom 
he served his sea time. An exception to these procedures must always 
be made, however, if an emergency demand arises for the services of 
an officer to prevent a ship delay. 

For further information: Consult Training Officers at a Maritime 
Service Training School, Officers-in-charge at Graduate Stations, 
representatives of the Recruitment and Manning Organization, or 
write to the Commandant, United States Maritime Service, Training 
Organization, War Shipping Administration, National Theatre Build¬ 
ing, Washington 25, D. C. 

Q. MUST A GRADUATE TAKE THIS FIRST JOB THROUGH THE 
WAR SHIPPING ADMINISTRATION RECRUITMENT AND 
MANNING OFFICE? 

Yes. The first assignment of a graduate of an apprentice seamen’s 
school. Licensed Officers School, or the Cadet Academy must be taken 
through the Recruitment and Manning Organization. The reason for 
this requirement is that the Government has spent considerable time and 
money in his training. The Government must make certain that his 
training is used to the best advantage in the war effort. An orderly 
use of trained manpower would not be possible if each graduate of an 
apprentice seamen’s school were permitted to “hustle” his own job. 
By taking the first job through the Recruitment and Manning Organi¬ 
zation, the graduate may be certain that he will be sent to the port 
at which he is most needed. 

After the completion of the first voyage, the trained graduate is on 
his own and can ship out either through a Maritime union, the 
Recruitment and Manning Organization, or secure his own job. 

For further information: Consult Training Officers at a Maritime 
Service Training School, Officers-in-charge at Graduate Stations, 
representatives of the Recruitment and Manning Organization, or 
write to the Commandant, United States Maritime Service, Training 
Organization, War Shipping Administration, National Theatre Build¬ 
ing, Washington 25, D. C. 


6 


Q. WHAT FUNCTIONS DO THE LABOR ORGANIZATIONS PLAY 
IN THE MARITIME INDUSTRY? 

In the maritime industry, as in the other industries, workingmen have 
formed organizations for the improvement and protection of their 
mutual interests. Their rights to organize and bargain collectively 
are protected by law. 

Today most experienced seafaring men are members of the various 
seamen’s unions which have collective bargaining agreements with 
the steamship operators. These agreements cover methods of hiring, 
wages, and working conditions, and provide machinery for the adjust¬ 
ment of grievances. 

The War Shipping Administration, shortly after the outbreak of the 
war, confirmed the existing collective bargaining agreements between 
the maritime unions and private steamship operators, and agreed that 
as private steamship companies were appointed Government agents to 
operate the merchant fleet, the existing methods of employment would 
be recognized. The maritime unions in turn, agreed not to strike during 
the war and pledged cooperation to secure better discipline aboard 
ship. 

Q. ARE THE STEAMSHIP OPERATORS LIKEWISE ORGANIZED 
INTO ASSOCIATIONS? 

Yes. The individual steamship operators, like the individual sailors, 
have joined together into numerous organizations and associations for the 
advancement and protection of the interests of the shipping industry. 

These operators’ associations, in addition to fostering new trade routes, 
developing ways of meeting foreign competition and representing their 
members in collective bargaining with maritime unions, also help to 
solve various personnel problems and crew members’ disputes through 
labor management grievance committees in the various ports. 

Q. WHAT RELATIONSHIP EXISTS BETWEEN THE WAR SHIPPING 
ADMINISTRATION AND THE MARITIME LABOR ORGANI¬ 
ZATIONS? 

The War Shipping Administration’s Maritime Labor Relations 
Organization is under the direction of Assistant Deputy Administrator 
Hubert Wyckoff. 

It cooperates with both unions and operators in the maintenance of 
collective bargaining and the adjustment of grievances in the manner 
provided in these agreements. 

The Maritime Labor Relations Organization also makes studies of 
wage scales and working conditions of both American and foreign sea¬ 
men, assists the Maritime War Emergency Board with respect to War 
Risk Insurance and Bonus matters, and studies ways and means of im- 


579508°—44 


2 


7 



proving crews’ quarters and general living and working conditions 
aboard ship. The Maritime Labor Relations Organization has estab¬ 
lished field offices in New York and San Francisco. It works closely 
with the Coast Guard on discipline matters. 

Q. WHAT WILL DETERMINE WHETHER A TRAINEE GRADUATE 
IS ASSIGNED TO A UNION OR TO A NONUNION SHIP? 

When a steamship operator, who has union agreements on his ships, 
needs one or more men to complete the crew list, he calls the union 
whose contract covers the needed ratings. If the union does not have 
the required men on hand in these ratings, it may call the Recruitment 
and Manning Organization who will dispatch the men ordered via 
the Union Hall. 

If, on the other hand, the vessel is not under contract with a labor 
organization arid the operator has not sufficient men to man the vessel, 
he may call the Recruitment and Manning Organization directly, in 
which case the man assigned is dispatched directly from one of the 
pools to the vessel. 

A man is assigned from the Recruitment and Manning Organization 
shipping list or from the graduate station according to the qualifications 
required for the particular order and the available supply of men 
on hand. 

The Recruitment and Manning Organization of the War Shipping 
Administration refers seamen to maritime unions, vessel operators and 
foreign flag vessels according to the requests that it receives for men in 
the various ports. 

Q. DOES A TRAINEE GRADUATE HAVE TO JOIN A MARITIME 
UNION? 

Whether he does or does not join a union, and which union he joins, 
if any, are matters that each man must determine for himself. 

If he continues to sail on union ships, expects to work under union 
contracts, and wishes to use the facilities of union hiring halls, he will 
be obliged to become a union member. 

Most unions have a probationary period during which a prospective 
member sails under a permit or trip card. Initiation fees vary in the 
different maritime unions. 

Q. WHAT TYPE OF CONTRACTUAL EMPLOYMENT DOES A 
SEAMAN ENTER? 

Since earliest times, seamen have entered into a written contract of 
employment with the master, which is commonly known as “the ship’s 
articles”; the entering into the contract is referred to as “signing on” 
or “signing articles.” 

A seaman “signs on” a merchant vessel for the duration of the voyage 


8 




or for a term, generally not exceeding 12 months. The law requires 
that shipping articles be signed for all voyages other than voyages 
between ports in adjoining states. For all foreign (except voyages to 
the British North American possessions, the West Indies and Mexico) 
and intercoastal voyages, articles must be signed before a United States 
Shipping Commissioner; for other voyages the participation of the 
Shipping Commissioner is optional with the master. Upon the termina¬ 
tion of a voyage, seamen are discharged from their contract of employ¬ 
ment and paid their wages. This is commonly referred to as “signing 
off.” If the “sign on” was made in the presence of a Shipping Com¬ 
missioner, the “sign off” must also be made in his presence. 

By signing on articles a seaman voluntarily gives up, to a certain 
extent, his personal liberty in return for wages, subsistence, and other 
guarantees. He contracts to render “faithful obedience to the commands 
of the master, and to be honest, sober, and diligent in carrying out his 
duties aboard ship.” 

A ship’s articles differs from a collective bargaining agreement, in 
that the ship’s articles are a contract between the master and each 
individual crew member, whereas the collective bargaining agreement 
is, as the name implies, a collective agreement between a labor organiza¬ 
tion representing the seamen, and the steamship operator or the steam¬ 
ship operator’s association on behalf of one or more members of the 
association. The collective bargaining agreements set forth in detail 
living and working conditions which, generally speaking, are not covered 
in the ship’s articles. 

Although the seaman’s employment ends with the termination of the 
voyage and the discharge of the crew, a seaman usually can remain on 
the same vessel, if the master does not object; the chances are that he 
can continue to sign on subsequent articles indefinitely. 

When a seaman signs off or leaves the vessel at the termination of the 
voyage he is given a certificate of discharge showing that he has served 
on the vessel, the length of the trip, and place of discharge. Some seamen 
prefer to carry what is known as a “continuous discharge book,” which 
gives a continuous record of service. 

Q. WHAT PAPERS MUST THE SEAMAN HAVE IN ORDER TO 
SHIP OUT? 

Certain identifying and qualifying papers must be possessed by every 
man sailing on American merchant ships. Unlicensed seamen must 
possess the following papers: 

1. Seamen's certificate of identification. —This identifies the seaman 
as an active American seaman. 

2. Seaman’s certificate of service. —This paper indicates in what rat¬ 
ings the seaman is qualified to serve aboard ship. 


9 




These papers are all issued by the Merchant Marine Inspection 
Service of the United States Coast Guard. 

3. Coast Guard identification card. —This card is necessary for the 
seaman to gain admittance to the dock where his ship is tied up. 

These cards are issued by the office of the Captain of the Port, 
United States Coast Guard. 

In addition, however, it is necessary to have: 

4. A passport or a receipt showing that an application for a passport 
has been made. —Passports are issued by the State Department. 

5. Radio operators must also have a license issued by the Federal Com¬ 
munications Commission in addition to the other seamen’s papers and 


a passport .— 

Prior to graduation, arrangements are made to secure all of the 
necessary papers and credentials which the trainee graduate will need. 
They are forwarded to the graduate station and are available for the 
graduate when he is assigned to a vessel. 

For further information: Consult Training Officers at a United 
States Maritime Service braining School or the United States Coast 
Guard, Merchant Marine Inspection Service, Washington 25, D. C., 
or at the nearest port. If interested in a radio operator’s license, 
consult Training Officers or the Federal Communications Commis¬ 
sion, Washington 25, D. G. 

Q. WHAT ABOUT SEAMEN’S WAGES? 

Wages in the Merchant Marine vary slightly depending on the trade, 
the cargo, the collective bargaining agreement and the ship. On most 
offshore freighters under the supervision of the War Shipping Admin¬ 
istration, wages as provided in the collective bargaining agreements 
and otherwise are approximately as follows for the unlicensed 
personnel: 


Junior assistant purser—pharmacist mate_$175. 00 

Junior assistant purser___ 150. 00 

Clerk typist___1_1_1__1_ 137. 50 

Deck: Engine: 


Chief radio operator 

- $175. 00 

Junior Engineer 

_ $137.50 

2nd radio operator 

165.00 

Machinist. 

137. 50 

3rd radio operator 

155.00 

Oiler 

110. 00 

Carpenter _ 

112.50 

Watertendcr 

110. 00 

Boatswain 

112.50 

Fireman . . 

100. 00 

Able seaman_ _ 

... 100.00 

Wiper 

87. 50 

Ordinary seaman_ 

82. 50 




Steward’s department: 

Chief steward-----$147. 50-$157. 50 

Chief cook___ 137.50- 145.00 

Second cook-baker- 117.50- 130.00 

Messman_____ 87. 50 

Licensed deck officer’s pay varies from $202.00 for a third mate to 
approximately $415.00 for the master of a Liberty ship. In the engine 


10 
























department a licensed officer’s pay varies from $184 for a third assistant 
engineer to $384 for a chief engineer on a Liberty ship. 

In addition to these rates, the men receive their voyage, area and vessel 
attack bonuses, which often substantially increase their wages. 

On the Great Lakes, wages are slightly higher but war bonuses are 
not paid. The wages on most War Shipping Administration controlled 
Panamanian and Honduran flag vessels are slightly lower than the 
average wages paid on American flag vessels. Wages on most tankers 
are slightly higher than on dry-cargo vessels. 

For further information: Consult Recruitment and Manning 
Organization port offices or Maritime Labor Relations field office or 
write to the Labor Agreements Division, Maritime Labor Relations, 
War Shipping Administration, Washington 25, D. C. 

Q. CAN SEAMEN PROVIDE FOR THE PAYMENT OF PART OF 
THEIR WAGES TO THEIR FAMILIES OR DEPENDENTS? 

Yes. Under the Federal allotment statute a seaman can provide for 
the payment of a part of his wages to certain close relatives including his 
wife, parents, sister, grandparents, children, or grandchildren. A sea¬ 
man may allot 90% of his base wages plus low voyage bonus, less 
the amount of the withholding tax. 

If a seaman wishes he may, in lieu of making a wage allotment, make 
provision for deposit of his wages for his own account in a savings bank 
or United States Postal Savings depository. 

Allotments are made at the time the articles are signed. When an 
allotment is made the amount allotted is forwarded by the steamship 
company to the allottee on the company’s regular pay day. 

The making of an allotment is purely voluntary on the part of the 
seaman; however, it is most important that all seamen having families 
make allotments. In the event of an unseen emergency at home, it 
would be most difficult for a seaman’s family to secure any part of his 
earnings if he fails to make an allotment prior to shipping out. 

An allotment is paid by the vessel operator, who sends it to the allottee 
at monthly or semi-monthly intervals, usually in the form of a check. 
This money is paid by the operator from the seaman’s wages due him. 

For further information: Consult a Maritime Service Training 
School officer, or United States Shipping Commissioner, care of the 
United States Coast Guard, Washington 25, D. G. 

Q. CAN SEAMEN DRAW WAGES IN A FOREIGN PORT? 

Yes, every seaman on a United States vessel is entitled to receive one- 
half of the balance of his wages earned and remaining unpaid in any 
port where the vessel loads or delivers cargo. 


11 


Q. WHAT ARE THE WAR BONUSES WHICH ARE PAID TO 
SEAMEN? 

War bonuses are a type of extra compensation paid seamen for the 
unusual risks to which they are exposed. These bonuses are subject 
to change by decision of the Maritime War Emergency Board accord¬ 
ing to the decrease or increase of war risk in various areas. Decision 
2B of the Maritime War Emergency Board became effective on 
April 1, 1944 changing the voyage, area and attack bonuses. 

Under this new decision a voyage bonus of 100% of monthly wages, 
but not less than $100.00 per month is paid in the Pacific Area for 
voyages in the West Pacific south of 60° north latitude, west of the 
180th Meridian, north of 13° south latitude and east of 90° east 
longitude. In the European area the 100% voyage bonus, but not 
less than $100.00 per month is paid for all voyages east of 9° west 
longitude, west of 60° east longitude and north of the intersection 
of 9° west longitude with the northern coast of Spain. In the Medi¬ 
terranean area, the 100% voyage bonus but not less than $100.00 
per month is paid for all voyages within the Mediterranean Sea, east 
of a line drawn from Cape Spartel to Cape Trafalgar including the 
Adriatic Sea, the Aegean Sea, the Black Sea, the Sea of Azov and the 
Sea of Marmara, the Dardanelles and the Bosporus. 

A 25% voyage bonus but not less than $30.00 per month is paid 
for all off shore voyages in the Pacific Ocean east of 136° west 
longitude and west of a line drawn due south from Cape Horn. 

A 66%% voyage bonus, but not less than $80.00 per month is paid 
for all voyages or portions of voyages within waters not classified in 
the 100% or 25% voyage bonus areas. No voyage bonus is payable 
while in inland waters of the Western Hemisphere, which includes 
the Hawaiian Islands, Bermuda, Greenland, the east coast of Central 
and South America in the Caribbean area and the West Indies, but 
excludes Iceland, Alaska and the Aleutians. 

In addition to the voyage bonuses, if a vessel goes into certain 
waters where submarine and aerial attacks have been frequent, a 
seaman is paid an additional bonus known as the “area Bonus” of 
$5.00 per day as long as the vessel is in one of the 100% voyage 
bonus areas. 

In addition to the voyage and area bonuses, a vessel attack bonus 
is payable to each crew member of a vessel (1) which is destroyed or 
substantially damaged as a result of enemy attack or (2) on which 
any person is killed or seriously injured as a result of enemy attack. 
Only one vessel attack bonus is paid in the course of any passage of 
a vessel between ports or anchorages. 

If a seaman is separated from his vessel abroad he is brought back 
to the United States. If such separation is the result of loss of the 


12 


vessel or illness or injury occurring while in the service of the vessel, 
bonus continues on the return voyage. 

For further information regarding seamen’s war risk bonuses: Con¬ 
sult Maritime Labor Relations field office or write to the Maritime 
War Emergency Board, Commerce Building, Washington 25, D. C. 

Q. WHAT INSURANCE PROTECTION DO SEAMEN GET? 

The War Shipping Administration automatically and without cost 
provides $5,000 war risk insurance to every man sailing on an American 
flag vessel and Panamanian and Honduran vessels under its control. 
This insurance, which is known as the Second Seaman’s War Risk 
Insurance Policy, covers loss of life, disability, repatriation, and deten¬ 
tion benefits and loss of personal effects. 

At the time articles are signed, a form is furnished on which a seaman 
designates the beneficiary who will receive the $5,000 life insurance in 
the event of loss of life. Only certain close relatives may be named and 
the person or persons so designated as beneficiary will remain such until 
changed. 

The policy takes effect on the commencement of the voyage and 
continues until the seaman returns to the United States, unless by deser¬ 
tion or by separation from his ship by reason of his own wilful misconduct, 
he should disqualify himself. 

In the event of injury arising out of “war risk” as defined by the 
policy, the seaman, upon his return to the United States, is paid $100 
per month while hospitalized and $150 per month while on out-patient 
status up to $5,000 as long as he is disabled from working as a seaman. 

In cases of total permanent disability, payments can, under certain 
conditions, be extended up to $7,500. Furthermore, there are certain 
cash payments within the principal sum made for dismemberment and 
other specified injuries. 

The policy further provides for the payment of benefits equal to wages 
and continuation of wage allotments from the time the vessel is lost 
until the seaman returns to the United States. In the event of capture 
by the enemy, benefits continue during the period of internment. 

The policy also provide for the payment of $500 to licensed officers 
and $300 to unlicensed seamen in addition to any other sums payable, 
for the loss of personal effects due to any cause specified in the policy. 

While in training at a United States Maritime Service School, trainees 
are covered by the provisions of the United States Employees Com¬ 
pensation Act, as well as a group life insurance policy. Group life 
insurance amounts to a $1,000 benefit the premium for which is paid 
from the station welfare fund. 


13 


Q. CAN A SEAMAN TAKE OUT ADDITIONAL WAR RISK 
INSURANCE OVER AND ABOVE THE $5,000? 

Yes. Besides the free war risk insurance provided by the Government 
the seaman can purchase from $1,000 to $15,000 worth of additional 
war risk life insurance from the War Shipping Administration. This 
additional insurance can be purchased at the rate of $2 per month per 
$1,000 worth of insurance, and a policy may be taken out covering 
1 month to 12 months. The premium must be paid in advance before 
this additional insurance becomes effective. Any person or persons 
may be named as beneficiary under the policy of additional insurance. 

Application for this insurance should be made through the steamship 
company agent on a form which will be made available at the time 
articles are signed. 

If there is any possibility of the seaman being at sea at the time the 
policy covering this additional insurance expires (at the end of 1 month 
or at the end of 12 months) arrangements should be made with the 
operator of the vessel to have it renewed. The operator is in a position 
to render this service inasmuch as he is, in all probability, an agent of 
the War Shipping Administration. 

For further information about seamen's insurance, write to the 
Division of Wartime Insurance, War Shipping Administration, 99 
John Street, New York 7, N. Y. 

Q. MUST NOTICE OF A CLAIM FOR DISABILITY BE SERVED 
ON ANYONE? 

Yes. The claim must be made within 90 days after a torpedoing or 
bombing or after return to the United States. Claims should be made 
directly to the War Shipping Administration, Division of Wartime In¬ 
surance, 99 John Street, New' York 7, N. Y., or claims may be sent to 
the Division of Wartime Insurance through the operator of the vessel or 
through a seaman’s union. 

Claims for loss of personal effects are made directly to the agent or 
the operator of the vessel on which you are employed. 

Q. WHAT TAXES MUST MERCHANT SEAMEN PAY? 

Merchant seamen, like other civilians, are subject to taxation in¬ 
cluding State and Federal Income Taxes and Victory Tax, based on 
wages plus war bonuses. 

Commencing July 1, 1943, no separate deduction is made for the 
Victory Tax. Both victory and income taxes are collected in part by 
withholding a portion of each pay check. The amount withheld varies 
according to personal exemptions but in no case will it exceed 20 percent 
of a seaman’s salary. 

The mere fact that a seaman who has a residence in the United States 


14 


may be out of the country for a substantial portion of the year does not 
exempt him from the payment of Income Taxes on wages earned 
during that period. 

Seamen are also subject to a 1 percent deduction from wages on 
$3,000 taxable wages received during the calendar year. This tax is for 
old age and survivorship insurance which is based on wages plus value of 
room and board furnished on a vessel. Employers likewise are subject 
to a 1 percent tax. 

The War ShippingAdministration in Washington has a competent 
tax consultant who will answer questions on tax matters pertaining to 
merchant seamen. 

Q. WHAT OPPORTUNITIES ARE THERE FOR ADVANCEMENT 
IN THE MERCHANT MARINE? 

There is every opportunity for anyone with initiative and ambition 
to raise his rating and his pay in the Merchant Marine. Graduates of 
the United States Maritime Service Deck Training Program may, after 
3 months sea experience or 3 months experience on the Great Lakes as 
ordinary seamen, sit for examination for able bodied seamen’s papers. 

In order that all seamen may serve at their maximum skills, it is 
important they be upgraded as rapidly as possible after acquiring the 
necessary sea experience to qualify for higher ratings. 

The Training Organization of the War Shipping Administration has 
courses of instruction to help seamen prepare for these examinations. 
While attending these courses seamen are provided with maintenance 
and a base wage. 

Upgrade schools are located at the following places: 

Los Angeles, Calif.: 

Frank Wiggins Trade School (messmen upgraded to second cooks). 
New York: 

Pier 73 East River (ordinary seamen upgraded to A. B.). 

347 West 17th Street (ordinary seamen upgraded to A. B.). 

208 West 13th Street (messmen upgraded to second cooks—second 
cooks upgraded to first cooks). 

New Orleans, La.: 523 St. Ann Street (all ratings). 

Portland, Ore.: George White Service Center (messmen upgraded to 
second cooks). 

San Francisco, Calif: 1000 Geary Street (all ratings). 

Seattle, Wash.: 

Thomas Edison Vocational School (messmen upgraded to second 
cooks). 

1427 Maine Street (all ratings). 

As a special war emergency measure after 18 months sea experience, 
those serving on deck and men serving in the engineer’s force may apply 


15 



to be examined by the Coast Guard for a license as a third mate or third 
assistant engineer. The Training Organization of the War Shipping 
Administration maintains two schools for officer candidates, one at 
Alameda, Calif., and the other at Fort Trumbull, New London, Conn. 
The course of instruction lasts approximately 4 months and those who 
attend one of these schools are paid a basic salary in addition to being 
furnished with a uniform, quarters, and subsistence. The four months 
spent at one of the Officer Candidate Schools is counted towards the 
18 months sea time required for a license, thus actually reducing the 
sea time required to 14 months for those men attending. 

Q. WHAT ABOUT MAIL SERVICE FOR MERCHANT SEAMEN? 

The War Shipping Administration, in conjunction with the Post 
Office Department and the War and Navy Departments, has estab¬ 
lished a mail service for members of crews on American flag and Ameri¬ 
can-controlled vessels. This service is for ordinary first-class mail to 
and from merchant seamen in foreign ports, and such other ordinary 
mail as can be handled, depending upon conditions. This service does 
not provide for registered, insured, or c. o. d. mail of any class. For 
the purpose of dispatching mail, correspondents should address their 
letters to the seamen, naming the vessel, and sending the letter in care 
of the Postmaster, New Orleans, New York, or San Francisco, depend¬ 
ing upon the coast from which the seaman shipped out. The seamen 
may also send mail back to the United States from foreign ports through 
the Army and Navy post offices. Under this mail facility, much corre¬ 
spondence will travel by air from port to port where possible. However, 
the “free mail” privileges accorded to members of the armed forces are 
not at present available to the men serving in the Merchant Marine. 

Advise your correspondents in the country prior to your departure 
from a continental United States port to assure that mail addressed to 
you should be in accordance with the following form: 

All mail is subject to censorship and such security regulations as may 
be prescribed by the Allied Control having jurisdiction over the vessel. 


Mrs. T. Smith 

1022 Marble St. 

New York, N. Y. 

John T. Smith 

S/S President Jackson 
c/o Postmaster 

New York, N. Y. 

Name of Steamship line 



16 



Become acquainted with the Censorship regulations in effect and be 
sure that your letter does not violate the safety precautions. 

Q. ARE SEAMEN SUBJECT TO THE SELECTIVE SERVICE ACT? 

Yes. Seamen are subject to all provisions of the Selective Service Act. 
However, as long as they remain active in the Merchant Marine, the 
Selective Service System has agreed to defer them and has established 
the War Shiping Administration’s Merchant Marine Deferment Section 
to file the necessary deferment requests. 

Every time a seaman joins a ship the master fills out a card which he 
mails to Washington. Every time he separates from a ship the master 
fills out another card which he also sends to Washington. The “join¬ 
ing” card provides the Recruitment and Manning Organization with the 
information necessary for assuring the seaman’s draft deferment as an 
active merchant seaman. The “separation” card indicates the maxi¬ 
mum shore leave which the seaman may enjoy without forfeiting his 
status as an active merchant seaman. 

The Selective Service has agreed that an active merchant seaman, 
after finally leaving his ship, may take 2 days off for each week at sea, 
not exceeding 30 days before again signing on articles. In the event 
that a seaman is ill, or is attending an upgrading school, or has other 
valid reasons for requiring more time, further shore time between articles 
may be secured through one of the Recruitment and Manning Organiza¬ 
tions port offices. 

For further information: Inquire at the nearest Recruitment and 
Manning Organization port office, or write to War Shipping Adminis¬ 
tration, Merchant Marine Deferment Section, Washington 25, D. C. 

Q. DO MERCHANT SEAMEN WEAR UNIFORMS? 

Most merchant seamen serving in the unlicensed capacities aboard 
ship do not wear uniforms either aboard ship or ashore. Dungarees 
and work shirts are usually worn aboard ship and civilian clothes on 
shore. 

However, graduates of the apprentice seamen’s schools may, if they 
wish, wear the Maritime Service uniform furnished at the training 
school, which they keep after graduation. Some steamship companies 
require men serving on their vessels to wear, when on duty, a particular 
company uniform which the companies usually supply. 

Licensed Merchant Marine officers who are serving as such, upon 
being commissioned in the Maritime Service, are furnished with and 
are entitled to wear the Maritime Service uniform and insignia. 


U 


Q. WHAT RELATIONSHIP DO THE MERCHANT SEAMEN HAVE 

WITH THE NAVY GUN CREW? 

• 

The Navy gun crew has been placed aboard merchant vessels to 
handle the ship’s guns in case of attack. Their duties are solely of a 
military nature. 

The Navy gun crew will bunk in quarters of its own and will have its 
own mess. It is needless to say that the Navy gun crews treat merchant 
seamen with courtesy and respect and naturally expect the same kind of 
treatment in return. 

On most ships merchant seamen learn gunnery in preparation for 
the day when they may be called upon to assist the Navy in action 
against the enemy. Apprentice seamen from the United States Mari¬ 
time Service schools have been given gunnery instruction before they 
leave school. 

Q. ARE SEAMEN ENTITLED TO TRANSPORTATION BACK TO 
THE PORT WHERE THE ARTICLES WERE SIGNED? 

Generally speaking, return transportation is furnished from one coast 
to another but not from port to port on the same coast. For example, 
if you ship out of San Francisco, and after a trans-Pacific or trans- 
Atlantic voyage or 6 months’ trip the crew is discharged in New 
Orleans, you would be entitled to wages and return transportation to 
San Francisco. 

However, if you should ship out of New York and your vessel should 
return to Boston, you would not be furnished with return transportation 
or wages, inasmuch as Boston is on the same coast as New York. 

These matters are often covered in the collective bargaining agree¬ 
ments between maritime labor organizations and steamship operators 
which may vary from one agreement to another. 

Seamen survivors who are repatriated to the United States are also 
furnished with wages, subsistence, and transportation to the port of 
original shipment, pursuant to a recent operations regulation of the War 
Shipping Administration. 

For further information: Consult Maritime Labor Relations field 
office or write Maritime Labor Relations Organization, War Shipping 
Administration, Washington 25, D. C., or consult the master of your 
vessel when you sign on. 

Q. WHAT SECURITY MEASURES SHOULD BE OBSERVED BY 
ALL SEAMEN? 

Our enemies want to know when your ship sails; when she docks; 
where she’s been; where she’s going; what she carries; how she’s 
armed; where our troops are fighting. So don’t talk about ship move¬ 
ments when ashore. Don’t write home about details of your voyage. 


18 


Don’t put this information in diaries. Don’t smuggle letters. Men 
letting out this information aid the Axis, sink our ships, destroy our 
cargoes, and endanger the lives of our seamen and our troops. 

Q. WHAT TYPE OF DISCIPLINE IS MAINTAINED ON MERCHANT 
SHIPS? 

The maintenance of rigid discipline aboard merchant vessels is ab¬ 
solutely necessary for the safety of the ship, its cargo and all hands aboard. 
Once an order is given it must be carried out. 

The average cargo ship, in addition to the Navy gun crew, carries 
a complement of 41 men, among whom there are no replacements. 
If one man aboard fails to carry out orders, the rest of the crew must 
assume the burden of his work. 

For infractions of discipline, seamen are subject to loggings or deduc¬ 
tions from their pay, which are entered on the ship’s log book. The 
master has final authority and if any man doubts the wisdom of the 
order, he should hold his “beef” until the vessel returns to port. 

The Merchant Marine Inspection Service of the Coast Guard 
issues seamen’s papers, and the Coast Guard Merchant Marine Hear¬ 
ing Unit is vested with the authority to revoke or suspend such papers 
when a Merchant Marine officer or seaman is found guilty of mis¬ 
conduct or is proven to be incompetent to perform the duties he is 
required to perform under his license or certificate. 

Coast Guard examining officers board all American flag vessels 
entering every large American and many foreign ports. Persons 
accused of misconduct or incompetency are required to appear before 
a Coast Guard hearing officer, who determines from the evidence 
placed before him whether or not the papers of the person charged 
should be suspended or revoked. Persons charged have the right to 
counsel and the right to present witnesses at the hearing in defense 
of the action against their papers. 

An intelligent seaman joining a ship for the first time as a member of 
the crew soon senses that next in importance to the “know how” of the 
work is—discipline. 

Discipline on a ship implies subjection to a control exerted by the 
master and officers for the good of the whole, and adherence to laws, 
rules, and regulations intended for the orderly coordination of effort. 

Q. WHAT DOES THE UNITED SEAMEN’S SERVICE DO FOR 
MERCHANT SEAMEN? 

The United Seamen’s Service, or the “USS” as it is commonly 
known, has been especially created to provide the many services for 
merchant seamen that the USO and the Red Cross provide for men 
in the armed services. 


19 



The United Seamen’s Service has been made possible through the 
support and cooperation of the War Shipping Administration, the steam¬ 
ship operators, the various maritime unions, the shipbuilders and the 
general public. 

There are four main types of activities provided by the United 
Seamen’s Service, namely: residential, recreational, personal services, 
and medical attention. 

The United Seamen’s Service provides residential clubs both in this 
country and in the principal ports of the world. A small charge is 
made for sleeping accommodations, and meals are available at cost at 
many of the clubs. 

The residential clubs also provide recreational services exclusively for 
seamen at no charge. These services include dances, games, entertain¬ 
ment, library facilities, and reading rooms. 

The Personal Service Division of the USS deals with matters such as 
small loans for board and lodging, assists in communicating with 
friends and relatives, and gives advice on a wide variety of problems. 

For further information: Write to the United Seamen’s Service, 39 

» ' ( *. $ : 

Broadway, New York 6, N. Y., and ask for a free copy of a booklet 
entitled “Shore Convoy for Merchant Seamen.” 

Q. WHAT MEDICAL HEALTH FACILITIES ARE AVAILABLE FOR 
MERCHANT SEAMEN? 

Merchant seamen are entitled to free medical care at marine hospitals 
operated by the United States Public Health Service. The Public 
Health Service was established in 1789 as the Marine Hospital Service. 
Its original function was confined to providing medical care for seamen, 
but since that time its responsibilities have been largely increased. 

Arrangements have been made abroad for free treatment of merchant 
seamen in American Army and Navy hospitals. 

The War Shipping Administration and the United Seamen’s Service 
maintain rest centers in or near the chief ports of the United States and 
maintain medical admitting offices in connection with these centers. 
A seaman can go to these offices with his health problems. There is 
no charge for advice or for admittance to the rest centers. 

The rest centers are provided for convalescent seamen who have been 
discharged from marine hospitals and for seamen who need to regain 
their health which may have been impaired by long and arduous 
voyages through war zones. 

Q. ARE SEAMEN REQUIRED TO TAKE HEALTH EXAMINA¬ 
TIONS? 

On January 11, 1944 the War Shipping Administration established 
a procedure for medical examinations required for all licensed and 
unlicensed seamen employed on American, Honduran, and Pana- 


20 


manian flag vessels operated under the supervision of the War Shipping 
Administration. Before signing on articles, seamen employed on such 
vessels must produce a medical clearance at the Shipping Commis¬ 
sioner’s office. The main purpose of these medical examinations is to 
protect the health of merchant seamen and to prevent the spreading of 
communicable diseases aboard ship. Seamen will be examined free 
of charge by the War Shipping Administration with the exception that 
those seamen employed by steamship operators having their own 
medical departments and their own medical examinations will continue 
to be examined by the medical departments of such operators. 

Q. WHAT ABOUT LIBRARY FACILITIES ABOARD SHIP? 

The American Merchant Marine Library Association has collected 
a wide assortment of books which are provided free of charge to every 
vessel for the ship’s library. The association has published “The Sea¬ 
man’s Handbook for Shore Leave,” which contains much useful in¬ 
formation. 

If there are any particular books you are interested in, contact the 
American Merchant Marine Library Association, 45 Broadway, New 
York 6, N. Y. 

Q. ARE MERCHANT SEAMEN ENTITLED TO ALL THE BENEFITS 
OF THE MEMBERS OF THE ARMED FORCES? 

No. A merchant seaman is engaged in a civilian capacity on a 
volunteer contractual basis, even though his employer, in some instances, 
may be the United States. 

Insurance, medical attention and certain provisions for dependents 
are provided for merchant seamen on the basis of the special problems 
which concern the Merchant Marine only. 

The Soldiers and Sailors Civil Relief Act, which provides statutory 
relief against certain types of indebtedness and against court proceedings, 
/is available only to members serving in the armed forces and not to 
merchant seamen. 

The particular benefits available to seamen, including wages and 
bonuses, have been previously discussed in this pamphlet. 

Q. WHAT MEDALS AND AWARDS ARE MERCHANT SEAMEN 
ENTITLED TO WEAR? 

For the purpose of War Shipping Administration awards, “seaman” 
includes any member of a ship’s company who serves at any time during 
the period beginning December 7, 1941, and ending with the termina¬ 
tion of the present war, (a) on any United States flagship or (b) on 
any foreign flagship at a time when operated for the account of the 
War Shipping Administration. 

In addition to the official Government awards, some of the maritime 
unions have created special awards for their members. 


21 


Merchant Marine Distinguished Service Medal 

The Merchant Marine Distinguished Service Medal is awarded to 
any seaman in the American Merchant Marine who, on or after Septem¬ 
ber 3, 1939, has distinguished himself, or during the war distinguishes 
himself by outstanding conduct or service in the line of duty. 

Mariner’s Medal 

The Mariner’s Medal is awarded to any seaman who while serving 
on a ship during the war period is wounded, suffers physical injury, or 
suffers through dangerous exposure as a result of an act of an enemy 
of the United States. 

Combat Bar 

The Combat Bar is issued to seamen who serve on a ship at the time 
it is directly attacked or damaged by an instrumentality of war. A star 
is attached to such a bar when seamen are forced to abandon their 
ship when so attacked or damaged. For each additional abandonment, 
after attack or damage, an additional star is attached. 

War Zone Bars 

Atlantic War Zone Bar. —For service in the Atlantic Zone including 
the North Atlantic Ocean, South Atlantic Ocean, Gulf of Mexico, Carib¬ 
bean Sea, Barents Sea, and Greenland Sea. 

Mediterranean-Middle East War Zone Bar. —For service in the 
Mediterranean-Middle East Zone, including the Mediterranean Sea, 
Red Sea, Arabian Sea, and Indian Ocean west of 80° east longitude. 

Pacific War Zone Bar. —For service in the Pacific Zone, including 
the North Pacific Ocean, South Pacific Ocean, and Indian Ocean east 
of 80° east longitude. 

Merchant seamen and officers are not authorized to wear military 
war zone ribbons unless earned as members of the armed forces. The 
Army or Navy may specifically award certain honors to merchant 
seamen serving on merchant vessels attached to an Army or Navy unit. 

Service Flag and Service Lapel Button 

A distinct Merchant Marine service flag and a Merchant Marine 
service lapel button are prescribed for display by members of the imme¬ 
diate families of seamen serving in the American Merchant Marine 
during the war period. Seamen’s families are not authorized to fly the 
Army-Navy service flag. 


22 



Regulations 


The Merchant Marine service emblem, the war zone bar, and the 
combat bar are not licensed for sale. They are issued only by the 
Seamen’s Service Awards Committee upon voluntary application by 
seamen furnishing information of eligibility for such awards. 

For further information: Write to Seamen’s Service Awards Com¬ 
mittee, War Shipping Administration, Washington 25, D. C. 

Q ARE POST-WAR BENEFITS PROVIDED FOR MERCHANT 
SEAMEN IN THE SAME WAY THAT THEY ARE PROVIDED 
FOR MEN IN THE ARMED SERVICES? 

In this field seamen are treated separately from the armed services. 
Various bills are now pending in Congress concerning post-war benefits 
for seamen. 


V. «. 90MRKMEKI PR1NTIN8 OFFICE.: IM4 


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